Rotary combustion engine



y 7, 937- E. B'AHNSEN 2,088,361

- ROTARY comBuTIoN ENGINE I I Filed Sept. 12, 1954 2 Sheets-Sheet 1 0/1. PUMP INVENTOR [PW/N BAH/160v.

' July 27, 1937. E. BAHNSEN ROTARY COMBUSTION EN INE Filed Sept/12, 1954 2 sheets sheei 2 INVENTOR RW/N 36/7 snv.

ATTORNEY Patented July 27, 1937 ilNl'lE STATE hi? FE @E 1 Claim.

This invention relates to internal combustion engines of the Diesel type, the object being to provide a self-contained, compact engine, adapted to furnish abundant power, and cause but little vibration during operation.

Another object is to provide an engine in which fuel is consumed in a highly economical manner, the energy of each charge being absorbed for power production to its limit through the use of the Diesel cycle.

These advantageous objects, together with others which will become apparent as the description progresses, are attained by the novel construction, combination and arrangement of parts hereinafter described and shown in the accompanying drawings constituting a material component of this disclosure, and in wlnch:

Figure l is a longitudinal, sectional view taken on line i-l of Figure 4, certain parts being in side elevation.

Figure 2 is a fragmentary sectional view taken on line 2-2 of Figure 4, drawn to an enlarged scale.

Figure 3 is a fragmentary cross sectional view taken on line 3-3 of Figure 1.

Figure 4 is a transverse sectional view taken on line 41- 3 of Figure 1.

Figure 5 is a fragmentary sectional view showing certain parts in their initial position during a cycle of operation.

Figure 6 is a similar view of the same at the second stage of their movement.

Figure 7 is a like view of the same at a succeeding stage.

Figure 8 is another like view at the final stage. Figures 9 and 10 show the reciprocating and the rotary engine respectively, comparing their power transmission to the shaft.

Referring to the drawings in greater detail, the enclosing frame or stator casing of the engine,

generally designated by the numeral 29, is approximately cylindrical in outline and is bored axially to receive a rotor 2!, the opening being counterbored at its ends for the insertion of packing rings 22. From within this cylinder, in the form 'of Wide grooves, extend two expansion chambers 38, outwardly, each reaching about 90 degrees around the interior of the stator bore and terminating in cycloidal curves, where the outer wall is partly slotted to form exhaust ports 453. The squared ends of the expansion chambers 38 are the starting points from each of which extend two combustion chambers 44. These are separated from the expansion chambers 38 by transverse slide valves consisting of guide memcams actuating the fuel discs have raised cam tracks b ers it, having open passages 32 controlled by axially reciprocating sli-de plates 53 and their control rods or slide bars 62.

One of the fuel injection valves El leads into each of these combustion chambers, while the 5 admission of compressed air through the conduits 46 and a transverse opening in the valve (i5 is controlled by short turns of the latter through cam action. All remaining walls around the expansion chambers 38, combustion chamlo bers M, and exhaust passages 40, may be jacketed for water-cooling purposes.

Secured to the sides of the stator 28 are casings 23 and 2 respectively right and left, enclosing the cam plates and having inreaching hubs l5 bored to contain bearings for the trunnions 25, 26 extending from the sides of the rotor 2 I.

Attached to the outerside of the casing 23 is a housing 2? containing a combined oil pump 63 and governor 28 havi g inlet and outlet connections respectively 64 and 65, while on the casing 24 is fixed a housing 30 for an air cornpressor 3 l. The oil pump 63 must be one adaptable for the compression rate used in the cycle of operation. The air compressor must develop a 5 pressure of from 500 to 800 lbs. per square inch necessary for the combustion of the highly atomized fuel, in two of the combustion chambers every half revolution.

As both the oil pump and air compressor may 30 be of any approved type, not constituting part of the invention, their details are not given.

The rotor 2| is obviously cylindrical and provided with two like recesses 33 in its opposite sides, central of its width, and offset in. such a 35 manner that their rear walls are in alineinent With each other in a transverse plane passing through the axis of the rotor.

Fitted to slide in the recesses 33 are vanes 34, pressed outwardly by springs 35, the vanes being 40 provided at their rear edges with a plurality of layered wiping plates 36 movable in such manner as to present their narrow outer ends outwardly to snugly contact the stator bore and the expansion chambers 38 formed therein. Rolls 39 45 are mounted on the outer end of the vanes 34 to reduce friction when operating.

Flanged directly onto both sides of the rotor are three cam discs 55, 56, 60. Discs 55 are face injection valves 59 50 through levers 57. Discs 56 are face cams actuating the air admission valves through levers 58 rigidly connected to valves 45. The outer, wider 6i engaging between rollers 64a on slide bars 62, movable trans- 5 5 2. versely through the stator side walls and abutments 4| and fastened directly to the valve slide plates 43.

The cycle is illustrated by Figures 5, 6, 7 and 8.

During one-half revolution of the rotor 2 l one of the two combustion chambers is filled with air obtained from the air compressor, through conduits M and 46. Figure 5 shows the air admission valve 45 open with the vane about to pass the guide member and move out into the expansion chamber.

As the vanes 34 pass the guide members, they are forced outwardly by the spring action, while the valves 55 inject a charge of atomized fuel into the air-filled combustion chambers, which is there immediately ignited by the heat of compression within. Just as the vanes 34 completely contact the walls of the expansion chambers and immediately after the injected fuel has been ignited, for which material time must be allowed, and is ready for expansion, the slide valves between the combustion and expansion chambers are opened by the action of the cam disc to on the slide valves (43 and the expansive energy does its work on the vanes 34, from there being directly transmitted onto the driving shaft. The vanes are completely sunk into their rotor recesses by gliding the curve at the end of the expansion chambers and the burnt gases escape through exhaust ports 40.

During this one-half revolution the two vanes are acted upon simultaneously in the opposite expansion chambers by the operation of one of the combustion chambers in each. During this cycle the adjoining combustion chambers are filled with air to compression rate, and as the vanes each enter the opposite expansion chambers, the cycle of operation is repeated.

Thus during one complete revolution of the shaft, four propulsive charges act upon the rotor, each vane receiving two power impulses and each of the two combustion chambers ejecting two charges.

The engine may be mounted upon brackets or legs.

The illustration shows two expansion chambers in one stator ring.

Having thus described the engine, what is claimed as new and sought to be secured by Letters Patentis:

A two cycle combustion motor of the Diesel type comprising, in combination, a stator, a rotor therein, a casing secured to each side of said stator and adapted to enclose the rotor, vanes arranged in opposed offset relation in said rotor, combustion and expansion chambers arranged in said stator in substantially tangential relation to said rotor, layered wiping plates on the receding sides of said vanes to contact said chamhers, said vanes being resiliently pressed outwardly, rolls on said vanes to contact the walls of said chambers in advance of said plates, axially reciprocating control valves between said chambers, means for admitting fuel and air under compression to said combustion chambers, and means in said casings to actuate and control valves.

ERWIN BAHNSEN. 

